Locomotive exhaust mechanism.



N. 821,402. PATENTED MAY 22 J. J. UONOLLY & J. HERRON.

LOGUMOTIVB EXHAUST MEGHANISM.

APPLICATION FILED NOV.23,1904.

4 sHBBTs-SHBET 1.

PATENTED MAY 22, 1906.

J. J. GONOLLY 5L J. HBRRON. LOGOMOTIVB EXHAUST MEGHANISM.

APPLICATION FILED NOV. 23.1904.

4 SHBBTS-SHBET 2.

PATENTED MAY 2z, 1906. f J; J. GONOLLY an J. HBRRON. LoooMoTIvB EXHAUST MEGHANISM.

APPLICATION FILED NOV.23,1904.

4 SHEETS-SHEET 3.

Zia/@ma 75,

PATENTE) MAY 22, 1906. J. J. GONOLLY L J. HERRON.

LOGOMOTIVE EXHAUST MECHANISM.

l` No. 821,402.

APPLICATION FILED NOV.23,1904.

4 SHEETS-SHEET LL.

WAM u JOHN J. CONOLLY AND JOHN HERRON,

OF MARQUETTE, MICHIGAN.

LoOOmoTnvE EXHAUST MECHANISM.

ivo. 821,402.

Specification of Letters Patent.

Patented May 22, 1906.

Application led November 23, 1904. Serial No. 234,042.

To cir/ZZ whom t may con/cern:

Be it known that we, J onN J. CONOLLY and JOHN HERRON, citizens of the United States, residing at Marquette, in the county of Marquette and State of Michigan, have invented certain new and useful Improvements in Locomotive Exhaust Mechanisms, of which the following is a specification.

lThe invention relates particularly to that class of locomotive-exhausts which are arranged to be fully opened or partially closed, so as to minimize any destructive action on the mass of incandescent fuel in the ,fire-box, all of which will more fully hereinafter apear.

P The object of the invention is to provide a locomotive-engine with a simple, economical, and efficient auxiliary exhaust mechanism.

The invention consists in the features, combinations, and details of construction hereinafter described and claimed.

In the accompanying drawings, Figure 1 is a side elevation, in dotted outline, of one type of a locomotive as it appears when fitted with these improvements; Fig. 2, an enlarged cross-sectional elevation of a portion of the mechanism, taken on line 2 of Fig. l looking in the direction of the arrow Fig. 3, an enlarged sectional detail of the main exhaustpipe, showingthe connections between the same and the auxiliary exhaust-pipe and also showing the auxiliary exhaust-valve as it appears on back motion. Figs. 4, 5, and 6 are sectional details of the auxiliary exhaust-valve mechanism as it appears in different positions-viz. when open on back and forward motions and closed on forward motion, respectively; Fig. 7, a detail of the rod mechanism by which the auxiliary valve is operated; Fig. 8, a detail view of the connection between the auxiliary rod and reach-rod mechanism, and Fig. 9 a plan view looking down on the lever mechanism for operating the auxiliary rod mechanism.

In the art to which this invention relates Y it is well known that it is very desirable to providemeans by which the size of the exhaust may be regulated and controlledin otherwords, increased when the locomotive is started-so as to minimize the destructive action of the exhaust on the bed of the fuel in the fire-box and decreased to the usual size when the locomotive is at full or the desired speed. To accomplish these results, this invention is primarily designed, all of which will more fully hereinafter appear.

herein. This main In illustrating and describing these improvements we have only illustrated and described that which we consider to be new in a locomotive in connection with so much as' is old as will properly disclose the invention*` to others and enable those skilled in the art to practice the same, leaving out ofconsideration other and well-known elements which form no material part hereof and which if shown and described herein would only tend to confusion, prolixity, and ambiguity.

In constructing our improvements and using them in connection with a locomotive a having the usual cylinder mechanism .b we provide the same with the usual main which it is deemed unnecessery to describeexhaust-pipe is provided with the usual exhaust-tip directly under and in line with the smo iestack e and, as is well known in this art, tends to increase the draft on the fire-box of the locomotive. This main exhaust-pipe, asA

'exhaust-pipe c, which is connected with the, ,-1 exhaust-openings of. the cylinder mechanism', 1n any well-known and usual manner and` d and arranged is also well known, is arranged in the smoke- "jl box f of the locomotive. i

It is very desirable that supplemental means be provided for increasing the size of the exhaust-opening or decreasing it to the normal size whenever desirable or necessary. In order to accomplish this, we provide an auxiliary pipe g and connect it with the main exhaust-pipe in the smoke-box of the locomotive, as shown particularly in Figs. l and 2. vAn auxiliary valve is arranged in this connection between the main and exhaust-pipe and is formed of the casing L, havfng a ball-joint connection with the main exhaust-pipe, as shown particularly in Fig. 3.

that is, it is provided with a cross-pin j, that divides its inlet-opening 7c into two ports 1 and 2, and adjacent to this cross-piece is rotatably mounted the rotary valve portion Z, having two openings 3 and 4, arranged, as shown in Figs. 2, 3, 4.-, 5, and 6, to occupy different positions for the opening and closing ofthe connection between the passages 7c andm, the passage 7c connecting with the, main This valve-casing is donble-ported---- auxiliary ICO exhaust-pipe and the passage m with the auxf i iliary exhaust-pipe. This auxiliary exhaust-I valve is arranged transversely ofthe locomotive, as shown particularly in Figs. 2 and 3, and is provided with a transversely-arranged valve-rod n, extending across the smoke-box Y ver s will occupy and out through the smoke-box of the boiler, as shown particularly in Fig. 2. To operate this auxiliary valve at the desired time or times, the usual lifting-shaft arm p is provided, having pivotal connection with the reach-rod g, said reach-rod being connected, as is usual in such instances, with the reversing-rod (not shown) in the cab of the locomotive. rihe pivotal connection between the lifting-shaft on the reach-rod is formed by the usual reach-rod pin 1, which reach-rod pin, as shown in Fig. 8, has an outwardly-extending portion, the purposes of which will be hereinafter set forth.

Connected with the valve-rod of the auxiliary valve is a lever-arm s, in turn pivotally connected with an auxiliary rod t, having an elongated slot portion u. This auxiliary rod is connected at one end, as above suggested, with the lever-arm of the auxiliary valve-rod and at the other end with a vertically-arranged rotating rod o in the cab of the locomotive by means of an outwardly-extending lever-arm w. (Shownparticularly in Figs. 7 and 9.) The slotted portion of the auxliary rod is in engagement with the reach-rod pin, as shown in Figs. 7 and 9, and the vertically- Varranged rotating rod b is provided at its upper end with an operating-rod x, whichrod has a dog y, adapted to enter any one of the recesses in a stationary quadrant z, so that it may be positioned at any desired point, and thereby hold the auxiliary exhaust-valve mechanism in the desired position.

From the above description it will be seen that Vwhen the reach-rod is thrown over to the limit of its forward position the valve-lethe position shown by the dotted line 5 in Fig. 7 and the auxiliary'exhaust-valve will be placed in open position, while when it is in the position shown in line 6 of the same figure said valve is closed. Again, when thereach-rodis operated through the lifting-shaft arm to backward position, as shown in dotted outline in Fig. 7, the valve s will be thrown into the position shown by the dotted line 7 in Fig. 7 and the auxiliary 'valve will be opened on the back motion.

SSP

From either of these positions 5 or 6 the engineer may operate the auxiliary ratchet mechanism by moving the operating-handle so as to throw the valve-lever s over onto line 8 and close the auxiliary valve on the forward motion. These automatic and indeendent movements are obtained by reason of the slotted engagement that exists between the auxiliary rod mechanism and the vpin of the reach-rod, all of which will be understood from the foregoing description and an examination of the drawings forming a part of this specification.

it will be understood that the size of the port-openings in the valve-seat of the auxiliary valve is governed by the size of the engine steam-ports. The combined areas of the openings in the main exhaust-tubes and auxiliary valve should equal or exceed the area of the engine steam-ports.

There are many advantages incident to the use of mechanisms constructed in accordance with these improvements, the principal one being the saving of the fire to a very marked extent when the locomotive is engaged in switching at terminals, as the usual practice is to have the reversed lever at full stroke while engaged in this work. Again, it relieves back pressure on the piston and valves, and when working at full stroke it saves fuel by reason of part of the exhauststeam escaping to the atmosphere through the auxiliary pipe in front of the stack, thereby placing a milder draft on the fire, all of which will be understood and appreciated by those skilled in the art.

We claimi. In mechanisms of the class described, the combination of a locomotive provided with the usual main exhaust-pipe connecte with the cylinders, an auxiliary exhaust-pipe, a detachable connection between the main and auxiliary exhaust-pipes, and valve mechanism in the connection the valve mechanism being wholly exterior to the main exhaust-pipe.

2. ln mechanisms of the class described, the combination of a locomotive provide with the usual main exhaust-pipe connected with the cylinders, an auxiliary exhaust-pipe, a detachable connection between the main and aux liary exhaust-pipes, and automatically-operating valve mechanism in the connection, the valve mechanism being wholly exterior to the main exhaust-pipe.

3. In mechanisms of the class described, theV combination of a locomotive provided with a main exhaust-pipe connected with the cylinder mechanism, an auxiliary exhaustpipe connected with the main exhaustpipe in the smoke-box of the locomotive, valve mechanism in the connection between the main and auxiliary exhaust-pipes for opening and closing said auxiliary exhaustvalve, a lifting-shaft arm on said locomotive, a reach-rod pivotally connected therewith and leading to the cab of the locomotive, and aux'liary rod mechanism connected with the auxiliary valve mechanism and leading therefrom to the cab of the locomotive and having slotted engagement with the reach-rod mechanism so as to permit automatic and independent movements of said auxiliary valve, substantially as described.

4. In mechanisms of the class described, the combination of a locomotive provided with a main exhaust-pipe connected with the cylinder mechanism, an auxiliary exhaustpipe connected with the main exhaust-pipe in the smoke-box of the locomotive, transversely-arranged auxiliary valve mechanism in the connection between the main and IOO IIO

connection between auxiliary exhaustpipes, a valve-rod for said auxiliary valve mechanism arranged transversely of the smoke-box and extending outside of the same, a lifting-shaft arm forsaid locomotive, a reach-rod pivotally connected therewith and reaching to the cab of the locomotive, a reach-rod pin forming the pivotal said reach-rod and lifting-shaft arm and having an outwardly-ex tending portion, compound aiudliary rod and lever mechanism having slotted engagement with said reach-rod pin connected with the rod of said auxiliary valve at one end and leading to the cab of the locomotive at the `other end, whereby said auxiliary eXhaust- JoHN J. ooNoLLY. Jol-1N HEREoN.

Witnesses:

JOHN A. STEELE, ALBERT E. MILLER. 

